Fluid pressure control apparatus



J. W. RUSH ET AL FLUID PRESSURE CONTROL APPARATUS Jan. 6, 1948.

v 2 Sheets-Sheet 1 Filed May 27, 1945 Fig.1 1; J I l 2 INVENTORS John W Bush BY VVZJZfeI' B. iYirk ATTORNEY Jan. 6, 1948.

J. w. RUSH ET AL FLU ID PRESSURE CONTROL APPARATUS F iled May 27, 1945 2 Sheets-Sheet 2 Full Speed INVENTORS John W Bush ATTORNEY Patented Jan. 6, 1948 FLUID PRESSURE CONTROL APPARATUS John W. Rush, Wilkinsburg, and Walter B. Kirk,

East McKeesport, Pa., assignors to The Westinghouse Air Brake Company, Wilmerding, Pa., a corporation of Pennsylvania Application May 27, 1943, Serial No. 488,638

11 Claims.

This invention relates to control apparatus and more particularly to the fluid pressure type for governing the operation of devices such as internal combustion engines.

In the copending application of Rankin J. Bush, Serial No. 480,161, filed March 23, 1943, and assigned to the assignees of the present application, there is disclosed a fluid pressure system for governing the operation of one or more internal combustion engines. This system embodies a regulating device for each engine for controlling the speed or power output of the engine, and each of lating devices and the engineer controlling individually the pressure of fluid in the several Vernier control chambers, whereby with the several engines under the control of the pilot the engineer may effect minor adjustments in speed of any one or more of the engines in order to synchronize the speed of the several engines. The pilot may, at will, transfer the control of the speed of the engines to the engineer and, likewise may, at will, take over the control of the speed of the engines. When the speed of the engines is under the control of the engineer, he governs same by varying the pressure of fluid in the main control chambers of the speed regulating devices.

As will now be apparent, each of the above described regulating devices requires a fluid pressure control pipe connected to each of the main and Vernier control chambers therein, and one object of the invention is the provision of a simplified fluid pressure control system arranged to accomplish the same results as the system above described and in which the need for the Vernier control chambers in the regulating devices and the pipes for connection with said chambers is eliminated. This simplification is desirable not only from the standpoint of cost, maintenance, and weight of the system, but also in that it results in a material reduction in the number of pipes required in the system and a corresponding reduction in the possibility of failure of the system due to pipe breakage.

Other objects and advantages will be apparent from the following more detailed description of the invention. 7

In the accompanying drawings; Fig. l is a diagrammatic view, partly in section and partly in outline, of a fluid pressure control system embodying one form of the invention; Figs. 2 and 3 are sectional views taken on the lines 2-2 and 33, respectively, in Fig. 1; and Fig. 4 is a view, partly in section and partly in elevation, of a modification of the invention.

Description The improved fluid pressure control system provides for the control of speed of any desired number of internal combustion engines, but as shown in the drawings such system is limited, for the purpose of illustration only, to the control of two engines I and 2. Each of the engines I and 2 is provided with a fuel supply governing means 3 which is adjustable to vary the fuel supply to the respective engine by operation of a lever 4, for thereby regulating the speed or output of the engine.

Fluid pressure controlled regulating devices 5 and 6 are associated with engines I and 2, respectively, for governing the adjustment of the respective lever 4. The devices 5 and 6 are arranged for control by control devices I and 8, respectively, located at the engineers control station in the airplane. Associated with the fluid pressure control devices I and 8 are engineers control devices 9 and II], respectively, whereby the engineer through the medium of the control devices I and 8 and regulating devices 5 and 6 may individually control the speed of engines I and 2. A pilots control device II located at the pilots control station in the airplane is provided for controlling through the medium of control devices I and 8 the speed of engines I and 2, simultaneously. The pilots control device I I also embodies transfer means whereby the pilot may, at will, take over from the engineer the-main control of speed of engines I and 2 and limit the engineer's control of speed to such minor adjustments of each individual engine as required to synchronize the engines. The transfer means also provides for transfer of the main control of speed of the engines I and 2 to the engineer, also at the will of the pilot.

The system further'comprises a substantially closed fluid pressure control system embodying one or more fluid compressors I2 arranged to be driven in any suitable manner, as by the engines I and 2, to draw air from an intake pipe I3 and to compress such air and discharge same into a discharge pipe [4 leading to a main storage reservoir I5. Fluid compressed into reservoir l5 equalizes past a check valve device l6 into an auxiliary Supply reservoir l1 and thence through a pipe I8 and past a check valve device i9, like check valve device l6, into an emergency supply reservoir 20.

From the auxiliary supply reservoir l7 fluid under pressure flows through a pipe 2| to a double check valve device 22 associated with the pilots control valve device I l, and also to a double check valve device 23 associated with the fluid pressure control devices I and 8. from the emergency supply reservoir 20 is supplied through a pipe 24 to the double check valve device 22 and through a, separate pipe 25 to the double check valve device 23.

The double check valve devices 22 and 23 may be identical to each other in structure, and each may comprise a valve piston 25 which in the two devices is subject on opposite ends to pressure of fluid supplied through pipes 21 and 23, and pipes 21 and 25, respectively. The valve piston 23 in each of the double check valve devices is biased to a normal position by a spring 27 for opening communication between pipe- 21 and a supply passage 28 in the device and for closing communi'cation between said passage and the other pipe co'nnected to said device. A sudden drop in pressure in pipe 2|, duetobreakage thereof, and a corresponding drop in pressure on the connected end of valve piston 26 in the double check valve devices will permit pressure of fluid acting on the opposite end from either pipe 24' or 25 to move the valve piston from its normal position to an opposite'position for'closin'gcommunication between passage 28' and pipe 2| and for connect"- ing' said passage to pipe- 24- or pipe 25. By this arrangement a supply of fluidis always assured to passage 28 in the double check valve devices from either the auxiliary supply reservoir H or the emergency supply reservoir 23.

The intake pipe l3 to compressor i2 is connected to what may be called a sump reservoir 29 whieh is provided to receive, through a pipe 33, fluid under pressure which has been used for controlling other deviceson the airplane, which devices are not shown in the drawing. reservoir is also connected with the atmosphere by a pipe containing a check valve 3| through which fluid may flow from the atmosphere to the reservoir for compression by the compressor l2 when the pressure in thereser'voir is reduced to a degree below that of the atmosphere. The check valve 3-] prevents the'flow oi fluidf'rom the sump reservoir 29 to the atmosphere at a time whenthe pressure in said reservoir exceeds that of the atmosphere.

The sump reservoir 29 is connected by a pipe 32 to what maybecalled an auxiliary sump reservoir 33 which is. connected to a return pipe 3'3 leading from the fluid pressure control devices I and 3 and from the piiots control device ii. A check valve 35in pipe 32 ispro'videdto prevent flow of fluid under pressure-from the sumpreser voir 29 to the auxiliary sump reservoir when the former contains fluid at a pressure which exceeds that in the latter, but to allow flow of fluid in the opposite direction. when the pressure in the sump reservoir 29 is lower than that in the auxiliary sump reservoir 33 in order that the compressor: [2 may withdraw fluid from the auxiliary sump reservoir through the sump reservoir and: compress same into. the storage reservoirs.

Fluid under pressure- This The auxiliary sump reservoir 33 is provided to receive fluid under pressure which has been used for operating the regulating device 5 and 6, in a manner which will be later described, under a condition where the sump reservoir 23 may be charged with used fluid from pipe 33 at a pressure whichexceeds that in the auxiliary sump reservoir 33. The auxiliary sump reservoir is therefore preferably of a Volume which will allow the pressure of operating fluid in the regulating devices 5' and 6 to reduce to at least a certain low pressure, such as 10 pounds in ex- 'cess'of that of the' atmosphere.

In order to prevent the pressure of fluid in the auxiliary sump reservoir 33 ever exceeding this chosen low degree, a pressure release valve device 33 is associated with said reservoir. This release valve device comprises a check valve 37 contained in a chamber 38 which is open to the atmosphere through a passage 39 and which valve is arranged to control a fluid. pressure release communication between the reservoir and the atmosphere by way of said chamber. A spring QB in chamber 38 is cooperative with atmospheric pressure in said chamber acting on the check valve 37 for urging it to its closed position shown. This spring exerts a pressure on the check valve 3? which will allow opening thereof, in case the pressure of fluidin the reservoir tends to increase over 10' pounds above atmospheric pressure, to thereby relieve the excess fluid from the reservoir, and thus limit the pressure insaid reservoir to the desired degree.

The auxiliary sump reservoir 33 and release valve device 33- asso'ciated therewith are only required: to provide for a certain release operation of the regulating devices 5 and Eat a time when the sump reservoir 29'is charged with fluid at a pressure in excess of that in the auxiliary sump reservoir, which operation will be later described in detail. At other times,v the pressure in the auxiliary sump reservoir will never increase to the degree limited by the release'valve device 38 due to operation of the compressor E2 to withdraw fluid under pressure therefrom.

The regulating. devices 5 and 6 are identical with each other in construction. Each of the devices comprises a casing containing a flexible diaphragm 43 having at one side a; fluid pressure control chamber (i l and having at the opposite side a chamber 45 containing a diaphragm follower 33 engaging the diaphragm and provided with a stem 4?- extending through a suitable bore in the casing to the exterior thereof. Chamber 35 is in constant communication with the atmosphere, as by way of clearance space which may exist between the stem 41 and its bearing in the casing, and said chamber contains a spring, at bearing against the follower 43 with such force as to move the diaphragm 43 to its normal position shown in the drawing against fluid in the control chamber 44 at the maximum pressure retained in the auxiliary sump reservoir 33 by the pressure release device 36.

In each of the regulating, devices 5 and a, stem dl outside of the casing is pivotally connected to an operating lever 49 intermediate its ends. One end of this lever is connected by a pin 53 to one end of a link 5i the opposite end of which is pivotally connected to the casing by a pin 52. The opposite end of the lever 49 is operatively connected to lever i of the iuel'supply governing means 3 on the respective engine;

With diaphragm 43 in each of the regulatin devices 5 and. 6 in. its normal position shown in the drawing, the connected lever 49 is adapted to be positioned for positioning lever 4 of the respective fuel supply governing means in an idling position to provide for operation of the engine at idling speed. Upon supply of fluid under pressure to chamber 94 to a degree exceeding the opposing force of spring 98 and atmospheric pressure in chamber 95 the diaphragm 43 will deflect in a direction against said spring for rocking the lever 49 and thereby lever 4 to accelerate the respective engine to a degree corresponding to the pressure of fluid in chamber 89 in excess of said opposing pressure. Release of fluid under pressure from chamber 84 will allow movement of the lever 49 back to its normal position under the action of spring 88 to thereby actuate lever 4 to reduce the speed of the respective engine to idling, as will be apparent.

Pressure chamber 44 in the regulating device 5 is connected by a pipe 53 tothe fluid pressure control device 1, while said chamber in the regulating device 8 is connected by a pipe 54 to the fluid pressure control device 8.

The fluid pressure control devices 1 and 8 are identical to each other in construction and comprise a common housing 51 having three passages 58, 59, and 69 connected to each of said devices. The passage 58 is connected to pipe 34 leading to the auxiliary sump reservoir 33, and passages 59 and 60 are connected by pipes 6| and 82, respectively, to the pilots control device H.

Each of the fluid pressure control devices 1 and 8 further comprises two coaxially arranged flexible diaphragms 53 and 68 which are spaced apart and clamped around their marginal edges in the casing. The diaphragm 83 is preferably of slightly smaller area than diaphragm 64, and the two diaphragms cooperate to form between them a chamber 65. At the opposite side of diaphragm 63 is a chamber 85 while at the opposite side of diaphragm 84 is a chamber 61, these two chambers being in permanent communication with each other through a passage 68.

A follower member 69 extending centrally through each diaphragm 54 is clamped to opposite sides thereof and is provided with a cylindrical guide portion 18 extending through chamber 61 and a bore in a wall 1| into a chamber 12, the chamber 12 being in constant communication with chamber 61 through a restricted port 13. Chambers 12 in the two fluid pressure control devices 1 and 8 are also connected respectively through cut ofi valve devices Ill and "2 to pipes 53 and 54 leading to the regulating devices 5 and 6.

Below chamber 12 in each of the control devices 1 and 8 the casing is provided with a chamber 18 which is constantly supplied with fluid under pressure from passage 28 in the double check valve device 23 by way of a check valve 15, this supply of fluid pressure to chamber 14 in the control device 8 being by way of chamber 14 in the control device 1 and a connecting passage 15a. A fluid pressure supply valve 16 contained in chamber 14 has a fluted stem 11 extending through a bore in the easing into chamber 12, said valve being arranged to control flow of fluid under pressure from chamber 14 to chamber 12. The end of fluted stem 11 is provided with a release valve 18 arranged to cooperate with a seat provided on the adjacent end of follower member 69. A bias spring 19 in chamber 14 acts on the supply valve 15 urging it to its seated position shown. A bias spring 80 in chamber 12 acts on the follower member 69 biasing same in a direction away from the release valve 18.

. A follower member 8| extends centrally through each of the smaller diaphragms 83 and is clamped to opposite sides thereof. Thefollower member 8| has a stem 82 extending into chamber 65 wherein it has telescopic engagement in a bore 83 provided in an upwardly extendin portion 84 of the follower member 69. The portion 84 is provided with an annular groove encircling the stem 82 and in which is disposed a ring seal 85 contacting the periphery of said stem for preventing leakage of fluid under pressure from chamber 65 to bore 83. The. bore 83 is connected by passage 86 to the seat of the release valve 18, said valve controllingv communication between said passage and chamber 12.

The diaphragm follower 8| is also provided with an upwardly extending stem 81 which extends through a chamber 88 in the casing to a point above the top wall of housing 51. At either side of chamber 88 the casing is provided with an annular groove encircling the stem 81 and in each of these grooves is a ring seal 89 encircling and engaging the periphery of said stem for preventing leakage of fluid under pressure along the stem. Chamber 88 is connected by a passage 9| extending through stems 81 and 82 to bore 83 in follower member 89, and also by a passage 90 to passage 58 which is connected to return pipe 34 leading to the auxiliary sump reservoir 33.

An engine cutout cock is associated with each of the fluid pressure control devices 1 and 8 and comprises-a plug valve 93, and a lever 94 connected to said valve for turning same to either one of two different positions, namely, a pilot's control position in which the parts are shown in the drawing, and an engineers control position in which the plug valve and lever will be located for instance 90 from the position shown in the drawing, or with the lever in a position such as indicated by adot and dash line 95.

Each plug valve 93 is provided with a through passage 96 and with a notch 98 in one side thereof. In the pilots control position of each valve 93 the passage 98 is arranged to connect passage 59 inthe casing to a passage 91 leading to chamber 65 between the two diaphragms B3 and 64, while notch 98 is arranged to connect passage 68 in the casing to a passage99, in the respective control device 1 or 8. When each plug valve 93 is in the engineers control position the notch 98 will connect passages 99 and 91 in the respective control device 1'or 8 to passage 58 which is open to the auxiliary sump reservoir 33, while passage 96 in said valve will serve no function.

The two engineers control devices 9 and ID are identical to eachother in construction and each comprises a cover member |0| secured to the casing 51 over stem 81 projecting from the diaphragm follower member 8| of the respective control device 1 or 8. Contained in each cover member |8| is a cam I82 having its peripheral surface aligned for contact with the end of the respective stem 81. This cam is carried by a shaft|83 to which is operatively connected an engineer's control lever I04, whereby movement of said lever will rock the cam I02 relative to the end of the stem 81.

Each lever I84 has a normal or engine idling position in which it is shown in the drawing and is operable upon movement therefrom in a aneegeas at'ionzo'f the respective engine at maximum speed in a manner whichv will be later brought out. When, however, the SPESCITOf the engines isfunder the control of the pilots. control device I I-,,m'ove=- ment of the. levers IE4 from idling position is limited to a position such. as indicated by a line I06.

For thus limiting movement of the levers I014:

when the speed of the engines is'undercontrol of the pil'ots control device II,.apiston I01 is associated with each of the engin'eerscontrol devices 9 and til; This piston has atone side a pressure chamber I08 connected to passage 99-, and hasat the opposite side a chamber which. is open tothe atmosphere through the interior of the cover member IIlI and which contains a spring Hi) acting on the piston for urging same outof the position. shown in the drawing. The piston Iill has a stem I It projecting therefrom. in alignment with the peripheral surface of cam. I02; The cam is provided with a finger H2 arranged-to engage the end of'stem II! when the lever I04. is in the position indicated by line Iflfi'an-d when the piston I01 is in the position shown in the drawing; The piston is adapted to be moved to this position by fluid pressure supplied, in a manner to be later described, to chamber H38- and said position is defined by contact between an enlarged portion I I-3- of the piston stem I I I and the cover member Iil-I-.. When chamber I68 isopen tothe sumpireservoir 33 in. a manner which Will be later described, the piston Ill-I is operative by spring Illl to move stem III away from the cam finger H2 sufficiently to permit movement of the control. lever I05 to the position indicated by line I05.

The peripheral surface of cam III! arranged for contact with stem 81, is so designed as to eiiect a chosen degree of displacement of said stem in a direction away from the cam upon movement of the lever Ill i from theidling position shown to the position indicated byline. [05v and to provide only a relatively small portion of this displacement upon movement to the position indicated by line I05, this portionbeing for'instance percent of the maximum provided by movement of the lever to the position indicated by line I05. I

The pilots control device I I comprisesa casing.

containing a self-lappingfiuid pressure supply and release valve mechanism H6 and a control transfer mechanism I IT.

The mechanism I I'Ei comprisestwo'flexible diaphragms He and H9 preferably of substantiallythe same diameter, coaxially arrangedg s'pacedapart and secured around the marginal edges inthe casing. A diaphragm follower IZ-Il extends centrally through both of these diaphra'g'ms; and

is clamped to opposite sides thereof. The two diaphragms cooperate toform a chamber I-2I which is open through a passage I22 and a:cha'mber I23 in the control transfer mechanism ll'l 'to return pipe 34- leading to the auxiliary sump res ervoir 3-3". At the opposite side of diaphragm I Ii? is a chamber IZdwhich is in constant communication with the atmosphere through a'pas'sage I 25. At the'opposite side ofdiaphr'ag'm I I9 is a.

chamber I'26-which is open through-a cutoff valve 8. device: I21 to pipe El leading to the fluid pressure control devices! and 8".v

Below chamber. I26 is. a chamber I28 which is.

constantly supplied: with fluid under pressure from passage- 28 in the double check valve device 2-2. byway of a passage I29, a chamber I30 and pasta check valve. I31 contained in chamber I28. Chamber I23 'alsocontains a fluid pressure supply valve I 32 having a fluted stem I33 extending through a bore in the casing. into chamber I26. On. the endofstem I33 in chamber I26 is, a fluid pressure release valve I34" arranged to cooperate with a seat provided. on. the adjacent end of follower I2Il for controlling communication between said? chamber and a release passage I35 extending through. said. follower and opening to chamber I2I' between the two diaphragms. A spring I36 in chamber I28 actsin' opposite directions on the checkvalve I3 i: andJsupply valve I32. urging same to their closed positions shown,

Above thediaphragm l I8. the casing has a bore open to. chamber I24 in coaxial relation with said diaphragm and containing a plunger I3l' between which and the adjacent end of follower I20 is interposed a spring I38. The plunger I31 has anoperat'ing: stem I39 projecting through a suitable b'ore in'the casing into a chamber I40 and within this bore the. stem I39 maybe encircled: by a ring seal IAI carried in the casing for preventing; leakage of fluid under pressure between chamber Mil and chamber I24 under a condition which will be later described where pressure of fluid in chamber I48 would exceed that.

in chamber I2 4; Otherwise the ring seal MI might be dispensedwith.

The end of the plunger stem I39 is arranged to contact the peripheralsurface of a cam I42 which is: securedtoJturn with a shaft I43 journaled at its opposite ends in the casing. An operating lever- IMI': has one end securedto shaft I43 for turning same, and said lever extends through a suitable'slot Iii-Etc the exterior of the'casing.

The lever IM: which is provided for controlling the speed of. the engines I and 2 through the medium of the self-lapping mechanism II fi has an engine Idling position in which it is shown in the: drawing, and is movable from this idling position; through a speed control zoneto a position indicated by. a dot and dashline bearing the legend; Full speed. The cam m2 is so designed astoeffect' gradual-displacement of the stem I39 in. a downwardly direction upon movement of the lever in the direction from Idling position toward Full speed position and to allow reverse movement of the stem I39 by spring I38 upon movement of lever I5 1 in the direction of Idling position for thereby positioning said stem downwardly from. the position shown in the drawing an extent proportional to the distance the lever is'away from the Idling position.

The; control transfer mechanism Ill comprises a fluidpressure. supply valve Ml contained in a chamber MB constantly supplied with fluid under pressure byway'of chamber I 35. This valve has a whicfrisnorrnally open througha passage Iii-3' and a. cutoft valve device its to pipe 62 leading to the fiuid' pressure control devices I and 8. The cham-- to chamber I and thence to pipe 62 and is-sub jieetxin chamber led to the pressure of a spring I252. urging: the valve toits closed position. The.

fiutted stem Hi9 extending into a chamber I59- plunger II has an axial bore in which is slidably mounted a stem of a fluid pressure release valve I53 which valve is contained in chamber I23 and cooperates with plunger I5I for controlling communication between said chamber and chamber I50. The diameter of fluted stem' I49 is larger than that of the axial bore in plunger I5I so as to be engaged by said plunger upon downward movement thereof. A spring I54 contained in chamber I50 bares on the plunger I5I biasing same in a direction away from the supply valve ranged for contact with the peripheral surface of an operating cam I51 mounted on shaft I43 and secured to turn therewith. The casing is provided with an'annular groove encircling the pin I55 and containing a ring seal 'I58 "having sealing contact with the peripheral surface of said stem for preventing leakage of fluid under pressure from I23 tochamberI which is open to the atmosphere through slot I in which lever I44 operates. The cam I51 has a surface I59 arranged to hold stem I56 in the position shown in Fig. 1 when the pilots control lever I 44 is in Idling position and in all positions therebetween and Full speed position. In this position of pin I56, said pin holds the release valve I53 seated against plunger I5I and through'said valve holds said plunger displaced against spring I to a position for holding the supply valve I41'unseated through the medium of the supply valve stem I49, as shown in the drawing. The cam surface I59 is joined by a step I60 to a surface I6! which, when aligned with the pin I 56, as obtained by movement of the pilots control lever I44 from Idling position to a position indicated by a dot I and dash line bearing the legend Change, allows upward movement of pin I56 to a position for permitting spring I54 to move plunger I5I into contact with a stop shoulder I62 and then unseating of the release valve I53 from said plunger. Under this condition spring I52 will seat the supply valve I41 for cutting off flow of fluid from chamber M8 to chamber I50, and pressure of fluid in the latter chamber will then unseat the release valve I53 for releasing fluid pressure from chamber I50 to chamber I23 and thence through the pipe 34 to the auxiliary sump reservoir 33,

The cutoff valve devices HI and I12 normally provide open communications between chambers 12 in the fluid pressure control devices I and 8 and pipes 53 and 54 respectively, while the cutoff valve devices I21 and I64 normally provide open,

communication between chambers I26 and I50 in the pilots control device II and pipes 6I and 62, respectively. These cutoff valve devices are provided for closing the communications controlled thereby in case of rupture or breakage of v the respective pipe to which they are connected as to prevent loss of fluid under pressure from the system and to also prevent the rupture of one pipe interfering with operation of other parts of the system.

The cutoff valve device I1I, I12, I21 and I64-are all identical to each other in construction, each comprising a casing containing a valve-piston I65 arranged to control communication between a passage I66 therein and the respective pipe. In the cutoff valve devices HI and I12 the passage I66 is connected to chamber 12 in the fluid pressure control devices 1 and 8, while in the cutoff valve devices I21 and I64 said passage is connected to chambers I26 and I50; respectively.

In each cutofi valve device a spring I61 acting onthe side of the valve piston I65 which is open to the respective pipe biases said piston to its communication opening position shown in the drawing. At the opposite side of the valv piston is a chamber I58 open to a volume I69 and also open through arestricted passage I10 to passage I66.

When fluid under pressure is supplied through each cutoff valve device to the respective pipe by way of passage I66, fluid under pressure also flows from said passage into chamber I68 and volume I69 through the restricted passage I10 which retards the increase in pressure in said chamber and volume on one end of the valve piston to insure that the valve piston will be held in the communication opening position shown by spring I61 and the increase in pressure of fluid on the opposite end of the valve piston. In case of breakage of the pipe connected to any one of the cutoff valve devices resulting in a sudden reduction in pressure of fluid on the spring engaged end of the respective valve piston I65, the passage I10 retards the outflow of fluid under pressure from chamber I68 and volume I69 to such a degree as 'to provide a suflicient differential between the opposing fluid pressures acting on the valve piston as to shift said valve piston to a position for closing communication between passage I66 and the respective pipe so as to thereby prevent loss of fluid under pressure through the ruptured pipe to the atmosphere. Upon subsequent repair or replacement of the ruptured pipe, the valve piston I65 in the cutoff valve device may be caused toreturn to its communication opening position shown in the drawing by spring I61 by operation of the respective control devices to release fluid under pressure from chamber I68 in a manner which will be apparent from the description to follow.

Operation In operation let it be assumed that the pilots control lever I 44 is in idling position shown in the drawing which effects seating of the release valve I53 and unseating of the supply valve I41.

Fluid under pressure then flows past the supply valve I41 to chamber I50 and thence through passage I 66 in the cutoff valve device I64 and pipe 62 to passage 6 in the fluid pressure control valve devices 1 and 8. Fluid under pressure thus supplied to passage 60 in the fluid pressure control devices 1 and 8 flows through notches 98 in the plug valves 63 to passages 99 and thence to chambers I08 wherein it acts on pistons I01 to move same to the positions shown in the Fig. 1, to thereby limit movement of the engineers control levers I04 to the positions indicated by the dash and dot lines I06.

With the pilots control lever I44 in its idling position as shown, the pressure of spring I38 on diaphragm follower I20 is relieved to allow movement of the two diaphragms H8 and H9 to the positions shown for positioning the follower I20 out of contact with the release valve I34. Under this condition spring I36 will seat the supply valve I32, and chamber I26 below diaphragm H9 will be open past the release valve I34 and through passage I 35 in the diaphragm follower I20 to s ree cars chamber I 2 I and thence 'through pipe 34 to 'the auxiliary sump reservoir'fi33. "-With chamber :I Zfi open to the auxiliary sump reservoir,'chamber 65 between'the two diaphragms 63 and= 64-in:both ofthe fluid pressure control devices l =an'd 8 will beopen to the auxiliary sump reservoirby wayof passages 91, ports 96 in the plugvalves w; passage 59 and pipefi I With chambers 65 between-diaphragms 63 and 64 open to the auxiliar sump reservoir andwith the engineers control levers I94 in the positions shown in Fig. 1 allowing expansion of springs SH and thus relief of the-force of said springs on diaphragms 6d, the-bias springs BIl-acting'on the diaphragm follower members 69 will move "said members to the "positions shown- '1 out of sealing engagement with thereleasevalveslfl. Under this condition the supply valves I6 will be closedgby springs'lfi; and-chambers'B'I below diaphragms 6d and the connected chambers 12 will beopen to the auxiliary sump reservoir past said release valves and thence throu-gh passages T86, "bores 83, passages I, chambers 88, "passages '96, and "-53 and pipe 35. Since chambers -72 in the fluid pressure control devices'lan'dt are open to diaphragm chambers 44 in'th-e regulating 'device or 6,-respectively, the latter chambers 'will "alsobe' open to the auxiliary sump reservoir "with chambers 12 and thus allow springs &3 in the regulating'devices' to move the 'diaphragm fi and diaphragm followers '46 therein to their 'normal positionshownin thedrawing. 'In'this position 'Of'the diaphragms 43 the operatinglevers-AQ will b-emoved to-their'engine'idling positions for'correspondingly' positioning. levers "d'of 'the fuel gov- 1 'erning devices '3, whereby both :of the "engines "I -and2 will 'be caused to'operate'at"idlingspeed.

Now let ,it be assumed that the; pilot desires 'to simultaneously increase'the speed'ofboth engines .I and 2 to a degree above-idling speed. To'accOmpIish this he moves the lever I44 out of Idling'position'in the direction :of Full'speed position andthis movement turns the cam I42 which urges theplunger I31 againstspring I38 to thereby increase't'he pressure ofsaid spring onthe diaphragm follower I20 to a degreedepending upon the extent .of movement of said lever from the Idling position. This increase in pres- ;surerof spring I33 on the diaphragmiollowerilzll imoves said iollower in ,a downwardly direction into contact with the release valve [34 andithen .it acts through said valve to open :the'supply valve I32. Fluid under pressure then flows past the supplyvalveIfi-Z to chamber 426 and thence to passage 59 in the'housing 5i of the fluid pres- :sure control'devicesll =an'd Bfrom said passageetc :chambereE between the'two diaphragmszfis and 64in each of said control valve devices.

:In each of the control-valve devices "I and 8, :fluid under pressure thus obtaine'dimchamberxii5 deflects the diaphragmt i in a downwardly "dilrection'which causes movement of the follower ,"member 69 first into engagement-with the release valve I8 and then such deflection acts through said valve to unseat" the supply valve whereupon fluid under pressure flows past said supply valve to chamber 12 and :thence :through the cutoff 'valvedevice'I 'lIor lz'lz'andpipe 53 or 5 3 to chamber '44 in the regulating device 5 or 6,iit.being noted that all oflthe'fluid'pressure control devices .'I and 8 operate in'response tomovem'en't of the pilot control lever I'M, to simultaneously supply fluid under pressure1torthe {respective regulating devices at all of the engines.

:Flui'd under pressure suppliedto chamber 12in each of tthe fluid pressure control devices'fl'ows throughirchokel'lsto chamber 6? below the diaphragm E613 "andwhen the pressure of fluid thus obtained in chamber l3? increases to a suflicient degreewith respectto the opposing pressure of fluid in chamber 65, this pressure in chamber '51 aided/by bias" spring Bllmoves the diaphragm followerzfifl'inan upwardly direction to permit closingof'the supply'valve'it by spring to thereby limit the pressure of fluid obtained in chamber '12iand1in chamber-4' 1 of the respective regulating .devicelin "accordance with the pressure offluid provided inchamber .65 by the pilots control valve device II.

'Inreach :ofthe regulating devices 5 and .ii the pressure of fluid obtained in chamber as and .actingmndiaphragmAB deflects samein'the directi0n;.o'f the left'hand against the opposing force ofspringWBandto a position in which such force balances the pressure of said fluid, and this movementrrocks-thelevere l'e andthereby the lever A of .the'fuel'control deviceB to a position for causing acceleration of the respective engine to a degree determined by-the pressure of fluid supplied 'to 'chamber M.

Since'thepressure'of fluid supplied topipe BI isgoverned .by'thedegree of compression of the springlSB-in the pilots control valve'device'll whichlinturn is varied according'the extent'of movement of "pilots control lever Hi l 'from Idling position, and further, since "the fluid pressure control valve devices I and 8 operate to supply fluid at a corresponding pressure to the speed regulating:devices 5 and 6,'respectively, it .willcbesseen. that the degree of acceleration of the engines will correspond to the position .of the :pilotscontrol lever I44 out of"Idling position.

If the pilot desires to cause further acceleration "of .theengines he moves the control lever IMJfurther-in the direction of Full speed'position to thereby increase the pressure of'fluidlin the pipe fBI .for actuating the diaphragms 64 in the fluid :pressure control devices 1 and '8 to cause a correincrease in pressure in diaphragm To obtain maximum engine speed the sin pipe BI to cause operation of the fluid'pressure control devices I sandal; to :provide a correspond- .-ing:maximum degree 'of pressure in diaphragm "chambersM-of the regulating devices 5 and 6,

:If'the pilot "desiresto reduce the "speed of engines-4 and 2zhe'moves the lever M4 back toward Idling position. This movement allows expansion ofspring I38 and thereby a reduction in its *forceon Tdiaphragm follower I20, which permits 'pressure of fluid in chamber I25 to deflect the *diaphragms H9 and fl IB in'an upwardly direction ifcr pullingithexfollower1-25 away from'the release-va1ve*I3' l. Fluid under pressure is then re- "leasedrfrom chamber I26 belowdiaphragm II 9, 'ithlls'flom 'pipefil and chambers 65 in the ffluidipressure control devices? and 8, and when such pressure'is reduced to adegree substantially corresponding to 'the'reduction in'force of spring "I238, said spring will'move the fol-lower I23 back into seating contact with the release valve I34 to "-t'herebylimit the reduction in pressure in cham- .ber 1.216 'and'in chambers 65 of'the fluid pressure control devices in accordance with the new position of the :pilots control lever I l i.

ll hisireduction in pressure'in diaphragm chamlbers165 *of Ithe fluid pressure control devices 1'! and pressure flows from diaphragm chambers 44 in the regulating devices and 8 past said valves I8 to bores 83. and thence to the auxiliary sump reserdid voir. When the pressure of fluid in chambers Bl v and 44 is thus reduced to a degree corresponding to the reduction in pressure in chambers 55, the

diaphragms B4 deflect downwardly into seating engagement with the release valves I8 to thereby limit the pressure of fluid in chambers 44 of the regulating devices 5 and 8 in accordance with the new position of the pilots control lever I 44.

If the pilots control lever is returned further toward Idling position a further reduction in pressure of fluid in diaphragm chambers 44 in the regulating devices 5 and 6 will occur corresponding to the new position of said lever. If the lever I44 is returned to Idling position in which the diaphragm follower I is allowed to remain out of seating engagement with the release valve I34,

equalization of thepressure of fluid in diaphragm chambers 44 in thejregulating devices 5 and 5 into the auxiliary sump reservoir 33 will occur.

As the pressure of fluid in diaphragm chambers 44 in the regulating devices 5 and Sis reduced, springs 48 therein correspondingly position the levers 49'and thereby the levers 4 of the fuel supply devices 2 and 3 to correspondingly reduce-the speed of the engine, while upon return of the pilots control lever to idling position the regulatvices 3, while upon movement of said lever to any position up to and including Full speed position, the levers 4 at all of the engines will be correspondingly positioned simultaneously to obtain corresponding speed of the engines. I

When the pilot is controlling the speed of the engines, the engineer may, through the medium of suitable gages, note that the speed of one engine islower than that of another engine and therefore desire to increase the speed ofthe slower enginewin order to bring both into synchronism. Let it. be assumed that the speed of engine I is the lower. Under this condition the engineer will move lever I94 of the control'device ,9 out of the position shown in Fig. 1 in the direction of the position indicated by .the dot and dash line I99. This movement will turn cam I02 in the control device Sand cause downward movement of stem 87 to compress spring 9| in the fluid pressure control device I, sothat said spring will exert a force on the respective diaphragm 64 in cooperation with the pressureof fluid in chamber 95, and which force will depend upon the extent of movement of lever I94} This increase in force on the diaphragm 64 in the fluid pressure control device I will then cause operation thereof to cause a corresponding increase in pressure of fluid in chamber 44 of the'regulating device 5, and in turn, a corresponding change in position of levers 49 and 4 and acceleration of the engine I relative to the speed of engine 2. By proper positioning of the lever I94 in the control device I9 away from the position in which it is shown in the drawing; it will therefore be seen that the 14 speed of engine I can be brought into synchronism with that of engine 2. In case the speed of engine 2 should be lower than that of engine I, it may be increased to that of engine I by operation of lever I94 of the engineers control device ID, in a like manner.

Only a relatively small change in speed of one engine with respect to that of the other, when all engines are'under the control of the pilot will be required tobring the speed of both engines into synchronism. To obtain this small change in speed may require movement of the respective engineers control lever I94 to any position up to and including the position indicated by the dot and dash line I95. Movement of the lever past this position when the pilot is controlling the engines is prevented by stem III projecting from piston I ill, the purpose of which is to prevent the engineer interfering with the pilots control of the engines, beyond the minor adjustments for the purpose of synchronizing the speed of one engine with respect to the speed of another.

While the engines are under control of the pilot, if'for any reason it should become desirable to stop any one or more of the engines or take the control thereof from the pilot, the engineer may accomplish this by turning the proper lever or levers 94 and plug valve or valves 93 from the pilots control position shown in Fig. 1 to the engineers control position in which the lever or levers will occupy the position indicated by the dash and dot line 95. With the plug valve 93 in the engineers control position, the notch 98 and passage 96 therein are moved out of registry with passages 59 and 69, and passages 91 and 99 are. both opened through notch 98 to passage 58 and thence to the auxiliary sump reservoir 33 through pipe 34'. Chamber in the respective fluid pressure control device I or 8 being thus opened to the sump reservoir permits pressure of fluid in chamberB'I to deflect the diaphragm 64 upwardly for'thereby unseating the diaphragm follower 69 from the release valve 68. With the respective engineers control lever I94 in the position shown in-the drawing fluid under pressure is then released from chamber I2 and diaphragm chamber 44 in the respective regulating device 5 or 6 to the sump reservoir to equalization therein so that 'spring 48 in the regulating device may return the lever 49 thereof and thereby lever 4 of the respective fuel control device 3 to its engine idling position for thereby reducing the speed of the respective engine to idling. This engine may then be stopped if desired. If the engine is then repaired or otherwise placed in condition for operation, again the engineer may transfer the control of the engine back to the pilot by turning handle 94 of the respective plug valve 93 back to the pilots control position shown in the drawing for thereby reconnecting chamber 65 in the respective fluid pressure control device I or 8 to the pilots speed control pipe 9| and for again opening chamber I98 to the change pipe GZ'leading to the pilots control device II.

' Whenever the pilot desires that the engineer take over'the control of speed of the engines, he moves lever I44 from the Idling position to the Change position to thereby effect operation of the transfer mechanism I II to release fluid under pressure from pipe 62 and thereby from piston chambers I98 in the engineers control devices 9 and III to the auxiliary sump reservoir 33. With the pilots control lever I44 in the Change" position the "pressure of spring I38 on the diaphragm .follower I29 iscompletely relieved so that Pipe BI and thereby diaphragm chambers 65 in the fluid pressure control devices I and 8 will be open to chamber I2I and thereby to the auxiliary sump reservoir 33. Under this condition the engineer may individually control the speed of each engine, as will now be described.

Let it be assumed that the engineer desires to increase the speed of engine I. To accomplish this he moves lever I04 in the control device 9 in a clockwise direction as viewed in Fig. 1 for thereby moving stem 8i in the fluid pressure control device I in a downwardly direction to com- ;press spring '9I. At this time chamber 65 in the .fiuid pressure control device I is open to the auxiliary sump reservoir 33 through the pilots control device 1 I, but the pressure of spring ill on the diaphragm follower 69 moves said follower in a downwardly direction to close the release valve 18 and open the supply valve I6 to thereby allow flow of fluid under pressure to chambers 61 and 1?. and thence to the regulating device 5. aflow continues until the pressure of fluid obtained in chamber 61 and thus in chamber 44 inthe regulating device .5 is increased to a degree which overcomes the opposing force of spring 9I in diaphragm .64 and then actuates said diaphragmito move follower .69 upwardly to a position to allow closing of the supply valve I6. Fluid is thus supplied to chamber 44 in the regulating device 5 ata pressure corresponding to the force of spring .9! in the fluid pressure control device 1, which in turn is determined by the position of lever I94 in .the engineers control device 9 out of its normal position shown in the drawing. The regulating device 5 then operates in accordance with the pressure of fluid in chamber 44 to position levers 49 and 4 .for causing operation of engine I at a corresponding speed. To increase the speed of the engine l the engineer may move the lever IM in the control device 9 further in a clockwise direction, and the maximum speed will be obtained in a position of said lever indicated by the dash and dot line I05, it being noted that movement of the lever IM to this latter position ispermitted when the speed of the engine is under the controlof theengineer since stern I II of the respective piston Iii! is moved inwardly from the rpositionshown by spring I ID on account of chamber .168 :at the opposite side of piston I! being at this time open to the auxiliary sump reservoir.

iif'the engineer desires to reduce the speed of :engine I he moves lever IM- in the control device 9 in a counter-clockwise direction to thereby allow stem :81 in the .fluid pressure control device I to bemoved upwardly by the force of spring 9| with .a corresponding reduction in the degree of such .iorce on diaphragm 64. This reduction in the iforcepf spring 9| on the diaphragm 64 then allows pressure of fluid in chamber 61 to deflect said diaphragm in an upwardly direction away from the release valve 18 whereupon fluid under presssurecis released from chamber i2 and diaphragm chambered "of the regulating device to the auxiliary sump reservoir. When the pressure of fluid 'in chambers 61 and I2 in the fluid pressure con- .trol device 1 is thus reduced to a degree where the opposing forceof spring 9| predominates, said spring moves the diaphragm follower 69 back into engagement withthe release valve I8 to thereby :limitthereduction in pressure inchamber 12 and in chamber 24 of the .regulating device 5 in accordance with'the reduction in force of spring 9I, as determined by the positioniof lever I 04. The reglo ulating device 5 will then operate to cause a corresponding reduction in speed of the engine.

It will now be seen that the engineer may cause engine I to operate at any desired speed by proper positioning of lever EM in the control device I0. The engineer may also independently operate lever Iii-l of the engineers control device II for causing operation of the engine 2 at any desired speed, it being noted that the speed of both engines may be individually controlled by the engineer and it will be further noted that under such control there is no fine Vernier adjustment of the speed of the engines, as when the speed is under the control of the pilots control device II since such fine adjustment of engine speed is not considered necessary during control by the engineer.

In each of the control valve devices I and 8 chamber 66 above diaphragm 63 is open by way of passage 58 to chamber 61 below the diaphragm 64 so that the same fluid pressure will always be effective in both of said chambers in order that the force of spring 9| as determined by the position of the respective lever IM may be substantially counterbalanced by fluid pressure in chamber 66 and thus rendered substantially ineflective on stem 81 to oppose movement of cam I02 'by the engineers control lever I04. Thus the engineer may with substantially the same degree of ease move the lever NM to any selected position outside of its normal position shown in the drawing, either when the engine speed is under his control at which time the chamber 65 between the diaphragms is open to the auxiliary sump reservoir 33, or when the main control of engine speed is under control of the pilot and Vernier adjustment thereof is under the control of the engineer.

The diaphragm 63 is slightly smaller in area than diaphragm 64, as'above mentioned, so that pressure of fluid in chamber 61 effective on the larger diaphragm 54 will create an upwardly acting force slightly greater than the opposing force developed by fluid pressure in chamber 66 on diaphragm 63 to thereby provide a bias force in addition to that of spring urging the stem 8'! against cam I02 and in the direction for elfecting a release of fluid under pressure from chamber 61, to thus insure against undesired opening of the supply valve 16 by pressure of fluid obtained in chamber 66.

In order to reduce the speed of engines I and 2, or to obtain operation of said engines at idling speed, fluid is released from diaphragm chambers 44 in the regulating devices 5 and 6 to the auxiliary sump reservoir 33, as before described. At the time fluid is thus released from chambers 44 the auxiliary sump reservoir 33 may be charged with fluid at any degree of pressure from that of the atmosphere up to and including a pressure such as ten pounds in excess of atmospheric pressure, as limited by pressure limiting device 36, as above described, but movement of the parts of the regulating devices to the positions shown in the drawings against this pressure in the auxiliary sump reservoir is insured by springs 48, regardless of the pressure of the atmosphere which is efiective in chambers 45.

Variations in pressure of fluid in the auxiliary sump reservoir 33 is effective in chamber I2I between the two diaphragms H8 and H9 in the pilots control valve device II, but its eflect on one of said diaphragms is ofiset by the effect on the other, so as to thereby have no influence upon 17 the pressure of fluid supplied by said device for controlling operation of the fluid pressure control devices! and 8. The pressure of fluid supplied by the pilots control valve device II in any position of the operating lever I44 is governed by pressure of spring I38 and pressure of fluid in chamber I24. The pressure of fluid in chamber I24 is intended to be that of the atmosphere the same as exists in chamber 45 of the regulating devices and 6 so that regardless of the altitude at which an airplane is operating, and consequently regardless ofdiflerent atmospheric pressures, the same operation of the regulating devices 5 and 6 will be obtained for different positions of the pilots control lever I44. This control apparatus may be applied to an airplane intended to operate at a very high altitude, in which case, the pilots control station may be placed under pressure exceeding that of the atmosphere. In such a case passage I25 open to chamber I24 will be connected by a pipe (not shown) to the exterior of the pilots control station and thus to the atmosphere so as to obtain the above results.

In the fluid pressure control devices 1 and 8 the pressure of fluid in the auxiliary sump reservoir 33 is only efiective in chamber 88 around stem 81 and in bore 83 wherein it act in one direction on one end of stem 82 and in the opposite direction on the relatively small seated area of the release valve 19 and thus variations in such pressure will have substantially no effect upon the pressure of fluid provided by said valve devices for controlling operation of the regulating devices 5 and 6 in response to operation of either the pilots control valve device II or the engineers control valve devices 9 and I0.

Description Figure 4 If desired, pipe 62 may be eliminated from .the structure shown in Fig. 1 and above described by modifying each of the fluid pressure control devices 1 and 8 and engineer's control devices 9 and II) in a manner shown in Fig. 4, and with such modification, the control mechanism H1 and the Change position in the pilots control device I I may be dispensed with.

According to this modification passage 60 in housing 51 is omitted. A piston I13 is employed in each of the engineers control devices 9 and III which piston is of larger area than but functionally the same as piston I01 in the structure shown in Fig. 1. This piston is open at one side to a pressure chamber I14 which is connected by a. passage I15 to passage 91. By this structure the piston I13 is subjected to pressure of fluid supplied by the pilots control device II through pipe BI for controlling operation of the fluid pressure control devices 1 and 8.

With this structure when the pilots control lever I44 is in Idling position, piston chamber I14 in the control devices 1 and 8 will be opened to the auxiliary sump reservoir 33 by way of pipe 62 and a spring I16 acting on the opposite side of each piston I13 will move the piston I13 and the stem I I I to the position providing for the engineers control levers I04 being moved through their full zone of travel from the position shown in the drawings to the position indicated by dot and dash line I5. In other words, the pilot can allow the engineer to control the engines I and 2 by placing his control lever I44 in Idling position. When the pilot moves lever I44 out of Idling position for controlling the engines, the

18 pressure of fluid supplied through pipe GI to chambers 65 in the fluid pressure control devices 1 and 8 to control said devices also is efiective on the pistons I13 in the engineers control devices 9 and II) to move the stems III to the position shown in the drawing, so that with the pilot controlling the engines, the control by the engineer will be limited in the same manner and for the same reason as in the structure shown in Fig. 1.

The pistons I13 in this modification are of greater area than the corresponding pistons in the structure shown in Fig. 1 which are operated by fluid at thepressure in the supply reservoirs, due to need for operating same by a relatively lower pressure such as provided in response to a slight initial movement of the pilots lever I44 out of Idling position.

In this modified structure the same plug valve 93 may be used for cutting an engine out of control by the pilot as employed in the structure shown in Fig. 1, the notch 98 in the plug valve in the modified structure providing however for the release of fluid under pressure from the respective piston chamber I14 along with that from diaphragm chamber 65 when the plug valve is in the engineers control position.

Summary 7 a plurality of internal combustion engines wherer by an operator such as a pilot at one station may control the speed of all engines simultaneously as a unit, and whereby another operator, such as an engineer at another station, may control the speed of the engines individually. The control station is selected by the pilot/whereby the pilot may at will, take over control of the engines and whereby he may, at will, transfer such control to the engineer. When the pilot is controlling the speed of the engines the engineer may provide slight adjustments in speed of one or more engines relative to. another in order to bring the speed of the engines into synchronism'. Such adjustments in speedon the part of the engineer are,

through the variation in the pressure of fluid in this one chamber. While the engines are under control of the pilot, the engineer may if necessary cutout any one or more of the engines and subsequently return that engine or engines to control by the pilot.

The system is substantially closed with respect to fluid pressure, that is, it provides for the reuse of fluid under pressure by the provision of a reservoir connected to the intake of the fluid compressing means for receiving all fluid under pressure used for controlling operation of the regulating devices. Such a system necessitates a certain back pressure in the system, but the various parts of the apparatus are so designed and arranged as to accomplish the desired and regardless of the degreeof such back pressure and regardless of atmospheric pressure which may vary under different conditions of operation.

Having now described our invention, what we claim as new and desire to secure by Letters Patent, is:

1. In combination, a fluid pressure adjustable regulating device, a self-lapping valve device com.- prising a springand a movable abutment operable in accordance with the degree of pressure of either or both said spring and/or of fluid on one side to supply fluid to adjust said regulating device in accordance with the degree of such pressure, one manually operative controldevice operable to vary the pressure of fluid'on said one side of said movable abutment, another manually operative control device operative to vary the pressure of said-spring, and mechanism operable upon operation of said one manually operative control device to provide fluid under pressure on said abutment, to limit compression of said spring by the other manually operative control device.

2. In combination, a movabl abutment subject to opposing pressures of fluidin two chambers, a valve device operable by said abutment upon variations in pressure of fluid in one of said chambers to correspondingly vary the pressure of'fiuid in the other of said-chambers, a control device operativeto vary the pressure of fluidin said one chamber, a spring, a movable member operable to effect operation of said valve device to supply fluid to said other chamber and cooperative with said spring to limit the pressure of fluid thus supplied in accordance with the extent of movement of said movable member from a normal position, and mechanism operable, in response to operation of said control device to provide fluid under pressure in said one chamber to limit the extent or movement of said movable member out of said normal position to less than its full movement.

3. In combination, a regulatingdevice adjustable in accordance with the difference between pressure of fluid in a regulating chamber and atmospheric pressure, a reservoir for receiving used fluid under pressure, a control valve device comprising a movable abutment subject to pressureof fluid in said regulating chamber and an opposing pressure in a control chamber and operative upon an increase in said opposing pres.- sure to provide a corresponding pressure of fluid in said regulatingchamber and upon a reduction in said opposingpressure to release fluid under pressure from said regulating chamber to correspondingly reduce the pressure of fluid therein, said control valve device comprising structure for conducting fluid released from said regulating chamber to said receiver so arranged as to render the pressure in said receiver ineirective, to influence the pressure of fluid in said regulating chamber as governed by pressure in said control charnber, and self-lapping valve mechanism arranged to supply fluid under pressure to said control chamber'and to release fluid under pressure from said control chamber to said receiver to thereby vary the said opposing pressure on said movable abutment, saidself-lapping valve mechanism including structure subject to pressure of fluid in said receiver for conducting fluid'fromsaid control-chamber to said receiver and so arranged as to render pressure of fluid in said receiver sub stantially ineffective in said-self-lapping valve mechanism to influence pressure of fluid supplied to said control chamber by said self-lapping valve mechanism.

4. In combination, a regulating device comprising a casing having a chamber open to atmosphere, a control spring in said chamber, and a pressure sensitive memberin said casing subject to pressure of fluid in a controlchamber in said casing and to opposing pressure of said spring andlatmosphere inthe first named chamber, a fluid pressurelcontrol device comprising pressure sensitive means, subject to pressure of fluid in said control chamber and an opposing force, and supply and release valve meansoperable by said pressuresensitivemeans to vary the pressure of fluid in said control chamber in proportion to said opposing force, one, manually operable control device operative to vary said opposing force, and a second manually operable control device also operable to vary said-opposing force.

5. In combination, a regulating device comprising a casing having chamber open to atmosphere, a control spring in said chamber, and a pressure sensitive member in said casingsubject to pressure of fluid in a control chamber in said casing and to opposing pressure of said spring and atmosphere in the first, named chamber, a fluid pressure control device comprising pressure sensitivemeans subject to pressure of fluid in said control chamber and an opposing pressure, and supply and release valvemeansoperableby said pressure sensitive. means to vary the pressure of fluid in said control chamber in proportion to said opposing pressure, two control devices each comprising a manually operable lever having a zone of movement and means operable by said leve'r upon movement from, a normal position at one end of saidzone to increase said opposing pressure in proportion to the degree of such move? ment, movement limiting mean-s arranged to limit manual movement of one of said levers from the respective normalposition to a degree less than its full zone of movement, and means operable upon movement of the other lever, out of its normal position. to rendersaidlimiting means effective.

6. In combination, a regulating device comprising a casing haVing a chamber open to atmosphere, a control spring insaidchamber, and a pressure sensitivemember in saidcasing subject to pressure or fluid in a control chamber in said casing and to oppos n pres re of aid sprin and atmosphere in the first, named chamber, a fluid pressure control devic qmprising pressure sensitive means subject topressure of fluid in said control chamber and an opposing pressure, and supply and release valve means operable by said pressure sensitive means to vary the pressure of d i id c t chambe n p po on, to. said opposingpressure, twocontrol devices each comprising a manually operable lever having a zone of movement andmeans operable by said lever upon movement from a, normal position at one end of said zone to increase said Opposing pressure in proportion to the degree of such move= ment, one of said levers being movable from its normal position out of its zone to. a second position, movement limiting means arranged to limit manual movement of the other lever out of its normal position to a degree less than its full zone of movement, and control means controlled by said one lever operable to control said limiting means, said control means being operable upon movement of said one lever to said second position to render said limiting means ineflective and upon movement of said one lever out of said second position to render said limiting means efrectivev V 7. In combination, afluid pressure adjustable regulating device, a first control device comprising a manually operable lever having a certain zone of movement and means operable upon movement of said lever from one endof said zone to provide nuidin-said regulating device at a pres- 21 sure in proportion to the degree of such movement, a second control device comprising a manually operable lever having a certain zone of movement and means operable upon movement of its lever from one end of its zone of movement to also provide fluid in said regulating device at a pressure proportional to the degree of such movement, movement limiting means operable by fluid under pressure to limit manual movement of said lever of said first control device from the one end of its zone of movement to a degree less than its full zone of movement and being rendered ineffective upon the release of such fluid under pressure, and means controlled by said lever of said second control device operable to supply fluid under pressure to and release fluid under pressure from said movement limiting means.

8. In combination, a valve device comprising valve means and a movable abutment operable by pressure to actuate said valve means to supply fluid at a proportional pressure, a manual control device operative to supply fluid under pressure to said abutment to actuate same and operative to relieve said abutment of fluid pressure, a second control device comprising a manually operable lever having a certain zone of movement, and means operative by said lever upon movement from one end of said zone to' apply pressure to said abutment of a degree Which increases in proportion to the extent of movement from said one end of said zone, a piston operable by fluid under pressure to limit movement of said lever from said one end of said zone to a degree less than its full zone of movement and operative upon release of fluid under pressure to render said lever movable through its full zone, and mechanism controlled by said manual control device and operative, upon operation thereof to supply fluid under pressure to actuate said abutment, to also supply fluid under pressure to actuate said piston and operable to release fluid under pressure from said piston upon operation to relieve said abutment of pressure of fluid.

9. In combination, a valve device comprising valve means and a movable abutment operable by pressure to actuate said valve means to supply fluid at a proportional pressure, a manual control device operative to supply fluid under pressure to said abutment to actuate same and operative to relieve said abutment of fluid pressure, a second control device comprising a manually operable lever having a certain zone of movement, and means operative by said lever upon movement from one end of said zone to apply pressure to said abutment of a degree which increases in proportion to the extent of movement from said one end of said zone, and a piston operable by fluid under pressure to limit movement of said lever from said one end of said zone to a degree less than its full zone of movement, and operable upon release of fluid under pressure to render said lever movable through its full zone, said piston being subject to and controlled by pressure of fluid on said abutment.

10. In combination, a valve device comprising valve means and a movable abutment operable by pressure to actuate said valve means to supply fluid at a proportional pressure, a manual control device operative to supply fluid under pressure to said abutment to actuate same and operative to relieve said abutment of fluid pressure, a second control device comprising a manually operable lever having a certain zone of movement, and means operative by said lever upon movement from one end of said zone to apply pressure to said abutment of a degree which increases in proportion to the extent of movement from said one end of said zone, a piston operable by fluid under pressure to limit movement of said lever from said one end of said zone to a degree less than its full zone of movement and operative upon release of fluid under pressure to render said lever movable through its full zone, mechanism controlled by said manual control device and operative, upon operation thereof to supply fluid under pressure to actuate said abutment, to also supply fluid under pressure to actuate said piston and operable to release fluid under pressure from said piston upon operation to relieve said abutment of pressure of fluid, and a cut out valve controlling communication between said manual control device and said abutment, and between said piston and mechanism and operable in one position to open said communication and in another position to close said communication and to release fluid under pressure from said piston. 11. In combination, a valve device comprising valve means and a movable abutment operable by pressure to actuate said valve means to supply fluid at a proportional pressure, a manual control device operative to supply fluid under pressure to said abutment to actuate same and operative to relieve said abutment of fluid pressure, a second control device comprising a manually operable lever having a certain zone of movement, and means operative by said lever upon movement from one end of said zone to apply pressure to said abutment of a degree which increases in proportion to the extent of movement from said one end of said zone, a piston operable by fluid under pressure to limit movement of said lever from said one end of said zone to a degree less than its full zone of movement, and a cut out valve operable in one position to establish communication between said manual control device and said abutment and piston and being operable in a second position to close said communication and to release fluid under pressure from said abutment and piston.

JOHN W. RUSH. WALTER B. KIRK.

REFERENCES CITED The following references are of record in the 'file of this patent:

UNITED STATES PATENTS Keel et al. July 14, 1942 

